Car-coupling



UNITED STATES` DANI-EL WITT, OFV TEMPLETON, ASSIGNOR F ONE-HALF 'IO ANDREW M. BOLMAN, OF BALDWINSVILLE, MASSACHUSETTS.

Ycim-oouetlrle.

SPECIFICATION forming `part of Letters Patent No. 268,163, dated November 28, 1882.

' Application led February 27, 1882. (No model.)

My invention relates to the construction and arrangementof the several operating parts i 1o with the draw-bar ofa railway-car, and is fully set forth and described in the annexedhspeciiication,reference being had to the accompanying drawings, in which- Figures l and 2 show a vertical section, and Fig. 3 a horizontal section, of a draw-bar embodying my invention.

Similar letters refer to similar parts in the several views.

AA represent a draw-bar of the usual form, 2o having a flaring mouth to receive the end of the entering link and an inner chamber or recess, and may be attached to the car in any suitable manner. In a slot between the inner chamber and the upper face I place the metallic latch C, turning upon the pivots D, properly journaled in the draw-bar. The latch is formed of the bar C and hook E, `whose curvature is concentric with the pivot D. In the inclosed angle I place the blade F, projecting downward 3o from the bar G to rest upon the inner end of the link B and by the weight of the latch hold the link in a horizontal position to enable it to enter readily the draw-bar of an approaching car. The lower end of the hook E passes x through the aperture K in the lower face of the draw-bar, securely holding `thelink, as shown in Fig. 1. The slot in the upper face is carried back sufficiently to allow the latch, when raised, to fall back slightly past a verti- 4o cal position and rest its upper edge against the draw-bar at a, as shown at I in Fig. 1, but in such a position that a jar caused by the impact of an approaching car will cause the latch to be thrown down. By this arrangement of the latch and draw-bar I am able to uncouple two cars, even when the link is not removed by the separation of the cars, which is necessary when the operation of flying 7 a car is performed, which is accomplished by 5o the use of my device, as follows: Suppose a moving train to be broken in two77 when at a considerable distance ahead of a switch,the forward portion moving ahead of the rear portion of thetrain. The forward car of the rear section of the train is then uncoupled by a brakeman at the top by raising the latch C into the position shown at P, Fig. l. The brakes are applied to the rear cars, checking but not entirely stopping their motion. The uncoupled forward car, moving faster than the 6o rearof the train, soon becomes isolated. After the forward section of the train has passed the switch on the main track the switch-tender throws the switch so as to run the isolated car onto the side track, and the switch is again replaced -so the rear portion of the train shall follow the forward section on the main track. If the forward portion is then stopped while the rear portion is still in motion, the two will come together, the link on the rear of 7o the hindermost car of the forward section entering the draw-barof the advancing car, pushing in the thrust-bar E, and the concussion of the two striking draw-bars causing the latch C to fall and engage the link, thus coupling the two cars together automatically. But in case thejar of the moving car in passing the switch or inequalities ofthe track has caused the latch C to fall, or if the concussion of the striking draw-bars causes thela'tch to be thrown 8o down when no link has entered theapproaching draw-bar, the hook E will oe receivedand held on the upper side ofthe bar G, as shown in Fig. 2, preventing it from falling into the position Fig. 1, which `would prevent a link S5 from entering at all.

In the inner chamber ofthe draw-bar I place the sliding bar G, having the spindle H inclosed by the spiral spring I, which pressing against the projecting sides of the chamber, 9c

`pushes the bar Gr forward, the end resting against the link when the cars are coupled, Fig. l, and when the latch is raised sliding forward, ejecting the link from the draw-bar and forming a support for the hook E when in the position shown in Fig. 2. The sliding bar G has a pin, J, projecting downward from its under side, and sliding in the slot R in the lower face of the draw-bar, serving as a guide to the bar Gr. The forward end roo of the bar G is mortised at L to receive the blade F, permitting it to pass through the center ot' the bar G and rest upon the inner end of the link B, holding it in a horizontal position by the weight ot' the latch, the edge l) ofthe drawbar acting;` as a fulcrum. The projection M upon the forward end of the latch, resting upon the upper face of the draw-bar, prevents the latch from falling too low. A chain and rod attached to the ring` N and carried to the roof of the car willA enable the latch to be operated from the top of the car, or any suitable arrangement ot` levers or rods reaching to the sides ot' the car-such as are used with the various forms ot' self-coupling; draWbars-inay be used with the above con` struction, thereby entirely obviating the necessity ot' entering` between the cars for the purpose ot' coupling or uneouplingr.

The inner chamber of the draw-baris shown in horizontal section in Eig. 3, the rear end being' contracted to secure the bar G, and of a less diameter than the Width ot' the link, so that the shoulders ff will receive the blow of the entering link, thereby preserving the end ofthe bar G from being bruised.

l am aware that a sliding bai" actuated by a. spring` has been used to support a couplingpin; and I am also aware that a latch to hold a link and also to support it by the Weight ot the latch has been before used iu various forms. Therefore l do not claim these features, broadly. Neither dol claim broadly a sliding bar, in combination with a swinging` hook or latch, for the purpose of supporting the hook and preventing it from falling into place, as this construction has been before used; but

What I do claim, and desire to secure by Letters Patent, is

l. A draW-bar,.A, having a latch, C, with a coneentrically-curved hook, E, and pivoted at its rear end Within a slot ofthe draw-bar, so it will rest against the dra W-bar at a when raised, and maintain itself in an upright position, capable ot' being; thrown down by the impact of an approaching car,in combination with a sliding thrustbar, G, actuated by a spring, I, said thrust-bar forming at the end support for the hook E when the hook is thrown down, as described, and for the purpose specitied.

2. The combination, in a draw-bar, ofa vertically-swinging` latch pivoted at its rear end, and having1 a projectieOp plate or blade, F, adapted to rest upon the inner end of the link B, with a. horizontally'sliding thrust-bar, G, having,` a mortised end, L, to receive the plate F, as described,and for the purposes set forth.

3. rl'he con'ihination, in a draw-bar, of the latch (l, having,` the blade F, with the sliding bar G, having the mortise L and guiding-pin y"as described, and for the purposes set forth.

DANIEL WITT. Witnesses:

R. B. FOWLER, H. M. FOWLEP.. 

